Carrier brake for pneumatic transport system

ABSTRACT

The present application discloses braking devices for use in a pneumatic tube system (PTS). The braking devices are adapted for in-line incorporation with a pneumatic tube and are operative to stop a pneumatic carrier within a pneumatic carrier system. The in-line braking devices allow for decelerating a carrier to a stop over a distance to reduce the forces applied to a carrier and its contents.

CROSS REFERENCE

The present application is a Continuation of U.S. patent applicationSer. No. 14/966,782, filed Dec. 11, 2018, which claims the benefit ofthe filing date of U.S. Provisional Application No. 62/090,725 having afiling date of Dec. 11, 2014, the entire contents of which areincorporated herein by reference.

FIELD

The presented disclosure relates generally to pneumatic tube systems.More particularly, the presented inventions relate to systems andmethods for slowing, stopping and reinitiating movement of a pneumaticcarrier in a pneumatic tube system.

BACKGROUND

Pneumatic tube systems (PTS) are a well-known means for the automatedtransport of materials between, for example, an origination location andany one of a plurality of destination locations. A typical PTS includesa number of pneumatic tubes interconnected in a network to transportcarriers between user stations. Various air sources/blowers and transferunits provide the force and path control means, respectively, for movingthe carriers through and from tube-to-tube within the system. Generally,transfer units move or divert pneumatic carries from a first pneumatictube to a second pneumatic tube in order to route the pneumatic carrierbetween locations, such as stations, in the PTS.

The pneumatic tubes that form a network of pathways may be arranged inany manner. Many systems include a number of individual stations thatare interconnected to the network by a single pneumatic tube. The singlepneumatic tube transfers carriers to and from the station under pressureand vacuum and is connected to a transfer device. Such transfer devicesallow for redirecting pneumatic carriers to one or more additionalpneumatic tubes. In this regard, carries may be routed between differentstations. It will be appreciated that the number of stations anddistances between stations in the network may be quite large. Forinstance, many large facilities (e.g., hospitals) incorporate pneumatictube systems having dozens or even hundreds of user stations where thedistance between the most distally located pair of stations may exceedseveral hundred yards or even several miles.

Large PTSs often require a complex network of interconnected tubes.Further, to provide functionality to separate portions of such largesystems, most such systems are divided into multiple zones. Typically,each zone includes a set of stations that receive pneumatic pressureand/or vacuum from a common air source. For instance, a transfer devicethat receives pressure and/or vacuum from the common air source mayconnect to each station of such a zone. This transfer device permitscarriers received from pneumatic tubes connected to each station to betransferred to another pneumatic tube associated with one of the otherstations (e.g., intra-zone transfer) and/or transferred to a differentzone (e.g., inter-zone transfer).

During a transaction, a pneumatic carrier is placed in a first stationand a destination (e.g., second station) is provided for the carrier. Apneumatic tube connected to the station is then fluidly connected to theair source by aligning various transfer devices to connect pneumatictubes between the air source and the station. At this time, the airsource typically applies a vacuum to the pneumatic tube, which moves thecarrier out of the station and into the pneumatic tube system. Thecarrier proceeds under vacuum until it reaches a turn-around locationwhere the carrier is stopped. Various transfer devices are thenrealigned to connect pneumatic tubes, which provide a pneumatic pathtoward the ultimate destination of the pneumatic carrier. At this time,the air source typically provides positive air pressure to propel thepneumatic carrier from the turn-around location towards its ultimatedestination through the realigned transfer devices and connectedpneumatic tubes. If the ultimate destination is in the current zone(i.e., an intra-zone transfer) the carrier proceeds to its ultimatedestination. If the ultimate destination is in a different zone (i.e.,inter-zone transfer) the carrier proceeds to an adjacent zone forfurther processing. The routing of the carrier through a complex PTStypically requires initiating and stopping movement of the carrier atmultiple locations.

SUMMARY

Provided herein are systems, apparatuses and methods for use in apneumatic tube system (PTS). In one aspect of the presented inventions,pneumatic tube braking devices are disclosed. The braking devices areadapted for in-line incorporation with first and second pneumatic tubesand are operative to stop a pneumatic carrier passing through thepneumatic tubes. The in-line braking devices allow for decelerating acarrier to a stop over a distance to reduce the forces applied to thecarrier and its contents. In one arrangement, the in-line brakingdevices create a closed chamber whereby the moving carrier creates apositive pressure ahead of itself with a “bicycle pump” effect.Compression of air ahead of the carrier provides a cushion that slowsthe carrier. In such an arrangement, one or more slide gates is providedthat closes an interior bore of the braking device to create a closedchamber in front of the carrier. Various valves may also be provided todivert air behind the carrier and/or around the carrier once the carriercomes to a stop. In another arrangement, the in-line braking devices usea movable catch that extends into the path of a carrier (e.g., into abore of a braking tube) and moves after contact by a carrier passingthrough the bore of the braking device to controllable stop the carrier.In one arrangement, the movable catch is connected to an electricalresistance element (e.g., motor) that allows for, among other things,determining carrier attributes and controlling a deceleration profile ofthe carrier. In further arrangements, movable catch embodiments arecombined with compression/closed chamber embodiments. In anyarrangement, these braking devices provide gradual braking or slowing ofa carrier to reduce deceleration forces applied to the carrier and itscontents. In other aspects of the presented inventions, the brakingdevices are incorporated into novel pneumatic tube system components andsystems.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure and furtheradvantages thereof, reference is now made to the following detaileddescription taken in conjunction with the drawings in which:

FIG. 1 illustrates one embodiment of a pneumatic tube system.

FIG. 2 illustrates a control system for use in controlling a pneumatictube system.

FIG. 3 illustrates one embodiment of carrier for use in a pneumatic tubesystem.

FIG. 4 illustrates a perspective view of one embodiment of a brakingdevice.

FIG. 5 illustrates an end view of the braking device of FIG. 4.

FIGS. 6, 7, 8 and 9 illustrate the operation of the braking device ofFIG. 4.

FIGS. 10A, 10B and 10C illustrate another embodiment of a brakingdevice.

FIG. 11 illustrates an exploded view of the braking device of FIGS. 10A,10B and 10C.

FIG. 12 illustrates an exploded view of an exemplary gate assembly thatmay be utilized with the braking devices.

FIG. 13 illustrates a stop assembly that may be incorporated into thebraking devices.

FIG. 14 illustrates another embodiment of a braking device.

FIGS. 15A and 15B illustrate the operation of the braking device of FIG.14.

FIGS. 16A and 16B illustrate the operation of the braking device of FIG.14.

FIG. 17 illustrates another embodiment of a braking device.

FIG. 18 illustrates the braking device of FIG. 16 with variouscomponents removed.

FIG. 19 illustrates a belt assembly that may be utilized with thebraking device of FIG. 17.

FIG. 20 illustrates the belt assembly of FIG. 19.

FIG. 21 illustrates another embodiment of a braking device.

FIG. 22 illustrates an exploded view of a contact block that may beutilized with the barking device of FIG. 21.

FIG. 23 illustrates use of a braking device to form a queue.

FIG. 24 illustrates use of multiple braking devices to form a queue.

FIGS. 25A, 25B and 25C illustrate use of multiple braking devices toform a sequencer.

FIGS. 26A and 26B illustrate use of a braking device to form a by-passassembly.

FIG. 27 illustrates use of braking devices in an inter-zone connection.

FIG. 28 illustrates use of braking devices a queue for an inter-zoneconnection.

DETAILED DESCRIPTION

Reference will now be made to the accompanying drawings, which at leastassist in illustrating the various pertinent features of the presentedinventions. In this regard, the following description is presented forpurposes of illustration and description. Furthermore, the descriptionis not intended to limit the disclosed embodiments of the inventions tothe forms disclosed herein. Consequently, variations and modificationscommensurate with the following teachings, and skill and knowledge ofthe relevant art, are within the scope of the presented inventions.

Disclosed in FIG. 1 is an exemplary system diagram for a pneumaticcarrier system 10. The system is divided in to various zones each ofwhich includes various components. For example, Zone A includescomponents 12A, 20A etc. Unless discussing a component of a specificzone (e.g., component 12A), the common components of each zone aregenerally referred to without the zone suffix (e.g., component 12 refersto component 12A, 12B etc.). In general, the pneumatic carrier system 10transports pneumatic carriers between various user stations 18, eachsuch transport operation being referred to herein as a “transaction”. Ateach of the user stations 18, a user may insert a carrier, select/entera destination address/identification and/or a transaction priority, andthen send the carrier. The system determines a path to route the carrierand begins directing the carrier through the system.

Interconnected with most stations 18 is a pass-through transfer unit 20which orders carriers arriving through different tubes from differentstations 18 into a single pneumatic tube or diverts carriers a carrierarriving through the single tube into one of the different tubesconnected to the stations. The pass-through transfer unit is connectedby the single tube to a vacuum turn-around transfer unit 12 and a blower22 that provides the driving pneumatic force for carrier movement. Theturn-around transfer unit 12 receives a carrier trough one of multiplepneumatic tubes, holds the carrier therein and redirects the carrierback out one of the multiple tubes once realigned, as is more fullydiscussed below. A set of transfer units 12, 20, a blower 22 and one ormore stations 18 typically define a single zone (e.g., zones A, B andC). In the present embodiment, the turn-around transfer unit 12 is apoint of connection to each zone. However this is not a requirement.

Within the system 10 itself, one or more devices are employable forordering and routing carriers to their selected destinations. One typeof device is a traffic control unit (TCU) 14 which is employable toreceive, temporarily store and controllably release one or morecarriers. Such functionality allows, for example, holding a carrieruntil a path through a subsequent portion of the system becomesavailable. Often, a carrier is temporarily parked in a TCU under powerof a first blower to await the availability of a downstream path. Thisfrees the first blower to perform additional transactions while thecarrier is parked and/or allows a blower of an adjacent zone to takeover processing of the carrier transaction. Typically the TCUs 14operate as linear storage devices, e.g., on a first in first out (FIFO)basis.

All of the components described in FIG. 1 electronically connect to acentral controller which controls their operation. Disclosed in FIG. 2is an electrical system diagram for the pneumatic carrier system 10described herein. Providing centralized control for the entire pneumaticcarrier system 10 is a system central controller (SCC) 30. The SCC 30may include a digital processor and memory. SCC 30 may be configured asone or more programmable digital computers. Connectable to the SCC 30may be one or more user interfaces 32, 34 through which a system usermay monitor the operations of the system and/or manually enter one ormore commands to control its operation. Typically, at least one userinterface 34 is located at or within an area serviced by stations 18.For example, in a medical facility application, one or more userstations 18 and at least one user interface 34 may be provided withineach emergency room, laboratory, nursing station, etc. In this regard,the user interface may be contained in the stations 18, or bestand-alone units.

Each of the components described above in relation to FIG. 1 may includeone or more electrical and/or electro-mechanical components whichprovide for the physical movement of a carrier within the system 10and/or the obtainment/provision of information relating to the locationof the carriers within the system 10. In this regard, the componentsshown in FIG. 2 are representations of the various electrical andelectro-mechanical systems that may be employed by the pneumatic carriersystem 10. Although in FIG. 2 they are represented single blocks, oneskilled in the art will realize that the block for each type of devicerepresents the electronics for a number of the same or similar type ofcomponents positioned throughout the system which provides for itsoperation. In various embodiments, each of the user stations 18, TCUs14, transfer devices 20, 12 and/or pneumatic tubes may incorporateantenna devices/readers 40 configured to read or energize and retrieveidentification information from identification devices such as barcodes, ID chips, etc. that may be incorporated into each of thecarriers. Such a system is set forth in co-assigned U.S. Pat. No.7,243,002, the contents of which are incorporated herein by reference.

Referring again to the electrical system diagram of FIG. 2, it may beseen that various transfer units 12, 20, and blowers 22 are alsoelectrically connectable to the SCC 30. Through these connections, SCC30 may send command signals to these devices so that they are actuatedand operating at particular times and in particular sequences to affectthe completion of the various carrier transactions. Other signalsexchanged may include various monitoring signals that indicate thedevices are operating as desired.

The SCC 30 is further connectable to a transaction archive 33, ordatabase, which is configured to store transaction information forcarriers moving within the system 10. The transaction information mayinclude identification information for carriers moving through thesystem and destination information entered by a system user. Further,the transaction information may include sender identification, recipientidentification, security information (e.g., PIN numbers) and/or locationinformation obtained via tracking inputs received from antennadevices/readers 40 located at user stations 16, 18, TCUs 14, pneumatictubes or other components along the travel path of a given carrier. Theexternal systems 35 connected may depend on the purpose of the pneumaticcarrier system 10. For example, the external systems 35 may include alab information system, a pharmacy information system, a patientinformation system, a security information system and/or messagingsystems (e.g., email, text, paging, or wireless system, etc.).

One type of carrier 50 that may be utilized with the system 10 isillustrated in FIG. 3 and includes first and second shell members 54 and56 that collectively define an enclosed space for use in carryingmaterials as they are transported through the system 10. These shellmembers 54, 56 are adjoinably cylindrical in cross-section for use incorrespondingly cylindrical pneumatic tubes of the system 10. The shellmembers 54 and 56 may be pivotably interconnected by a hinge member (notshown), and latches 58 may be provided for securing the first shellmember to the second shell member in a closed configuration. Alsoincluded as part of the carrier 50 are wear bands 60, 62. The wear bands60, 62 are sized to snuggly fit within the inside surface of thepneumatic tubes in order to substantially block the passage of airacross a carrier 50 within such a pneumatic tube. Accordingly, thisblockage results in a pressure differential across the carrier 50 thatresults in the carrier 50 being pushed or drawn through the pneumatictube. In the illustrated embodiment, an ID chip 52 (e.g., RFID, barcode, etc.) is attached to one of the shell members 54. In this regard,antenna device/readers may be incorporated into system components and/orpneumatic tubes within the system 10 to monitor the location and/ortranslocation of the carrier through the system. In a furtherembodiment, an ID chip or element may be attached to an item (e.g.,payload) disposed within the interior of the carrier 50. In such anarrangement, the carrier itself may or may not include such an ID chip.What is important is that the carrier or its contents may be identifiedas they pass through the system. Accordingly, transaction information(e.g., destination information) associated with the identification readfrom the carrier or its contents may be cross-referenced at multiplelocations throughout the system. Such cross-referencing may prevent themisdirection or erroneous delivery of a carrier transaction.

System Operation

Referring again to FIG. 1, and Zone A, an exemplary intra-zone transferbetween station 18X and stations 18Y is described. Initially, a userinserts a carrier into station 18X and requests transfer to station 18Y.The system controller operates the blower 22A of Zone A to providevacuum to station 18X. This requires aligning the internal tubing of theturn-around transfer unit 12A and the transfer unit 20A to the pneumatictube 6 connecting station 18 x to the transfer unit 20A. Once aligned,the blower provides vacuum and the carrier is drawn into the pneumatictube 6. The carrier passes through the pass-through transfer unit 20Aand is received in the turn-around transfer unit 12A, which stops andholds the carrier during realignment. That is, the system controlleraligns the internal tubing of the pass-through transfer unit 20A with apneumatic tube 8 interconnected to station 18Y. The blower 20A thenprovides pressure to the carrier expelling the carrier out of theturn-around transfer unit 12 through the pass-through transfer unit 20A,into tube 8 and to station 18Y.

An exemplary inter-zone transfer is discussed in relation to movement ofa carrier from station 18X in Zone A to station 18Z in Zone C. Again, toprovide vacuum to station 18X, the system controller aligns the internaltubing of the turn-around transfer unit 12 and pass-through transferunit 20A to provide a continuous pneumatic path between station 18X andthe turn-around transfer unit 12A. Accordingly, the vacuum may beapplied to these aligned tubes to draw a carrier from station 18X intothe turn-around transfer unit 12A. At this time, internal tubing ofturn-around transfer unit 12A may be aligned with the output tube 9.Once aligned, blower 22 provides positive pressure behind the carrier,which displaces the carrier from the turn-around transfer unit 12A andinto tube 9. The carrier is received by TCU 14A where it awaits deliveryinto the inter-zone transfer unit 100 which interconnects different zoneof the pneumatic tube system. Alternatively, the carrier may passdirectly through the TCU 14A if all downstream components are aligned.As shown, an inter-zone transfer unit 100 connects Zone A and Zone C.The inter-zone transfer unit 100 utilizes opposing pass-through transferunits 120A, 120B having head ends (e.g., single port inlets) connectedby a single connecting tube 102, which may be of considerable length.The single connecting tube may include various bends and/or elevationchanges (not shown). The output ends of the opposing pass-throughtransfer units 120A, 120B are each selectively connectable to multipletubes that may be connected to different zones and/or stations. Otherembodiments may use dedicated one-way transfer tubes between differentzones as disclosed by co-owned U.S. Pat. No. 7,243,002 as incorporatedabove.

The carrier exits the TCU 14A and is directed through the interzonetransfer unit 100 under positive pressure provided by the blower 22A ofzone A and proceeds until it is received by a TCU 14C in Zone C. At thistime, the blower 22A of Zone A has completed its part of the transactionand may be utilized to perform other pending transactions for Zone A.The blower 22C of Zone C provides vacuum to the carrier disposed in theTCU 14C to move the carrier into the turn-around transfer unit 12C. Theturn-around transfer unit 12C is then realigned to provide the carrierto transfer unit 20C, which is aligned with desired station 18Z.Accordingly, the blower 22C may provide positive pressure to move thecarrier out of the turn-around transfer 12C, through the transfer unit20C and to station 18Z.

Pneumatic Tube Brake

One problem particular to conventional pneumatic tube systems is theimpact forces applied to a carrier and its contents when stopping acarrier at various locations throughout the system. Conventional systemsoften bring a moving carrier to rest by inserting a finger or dog (e.g.,‘catch’) into the direction of carrier travel. The carrier collides withthe stationary catch bringing the carrier to an abrupt halt. Inserting astationary catch into the path of a carrier can cause significantdeceleration forces, which can exceed 30-50 g's, potentially harming thecarrier, the payload and requiring the supporting equipment to be largeto survive repeated impacts and jerks. In the in-line braking devicespresented herein, the velocity of a carrier is decreased over a distanceto reduce the forces applied to the carrier and its contents. In oneembodiment, the in-line braking device creates a closed chamber wherebythe moving carrier creates a positive pressure ahead of itself with a“bicycle pump” effect. Compression of air ahead of the carrier providesa cushion that slows the carrier. In another embodiment, the in-linebraking device uses a catch that extends into the path of a carrier(e.g., into a bore of a pneumatic tube) to stop the carrier. Unlikeprior catch mechanisms, the catch is operative to move when contacted bythe carrier. This movement reduces the force applied to the carrier andallows for controllably stopping the carrier over a distance. In afurther embodiment, the in-line braking device uses a combination of aclosed chamber and a movable catch to decelerate a carrier over adistance. In any embodiment, these mechanisms allow a gradual braking orslowing of the carrier reducing the deceleration forces applied to thecarrier and its contents. This allows the deceleration profile to beshaped and manipulated. This is a valuable feature that, in variousembodiments, enables the braking devices to dynamically adapt theirbraking characteristics in response to carrier weight, payloadsensitivity, or any combination thereof.

The following description and figures describe four separate embodimentsof carrier braking devices. These four embodiment are generally directedto: 1) an electric energy absorber approach; 2) an air pressure energyabsorber approach; 3) a hybrid electric and air energy absorberapproach; and 4) a hybrid passive contactor (friction) and air energyabsorber approach. In any of the embodiments, the braking devices may beinterconnected in-line between first and second pneumatic tubes withinthe system 10. In such an arrangement, an internal bore of the pneumatictube brake is aligned with the internal bores of the first and secondpneumatic tubes through which the pneumatic carrier 50 may betransported. Each of the devices either includes a controller or isconnectable to a pneumatic tube system controller to effect operation ofvalves and/or slide gates of the various devices. In any embodiment, thebraking devices are operative to arrest the movement of a pneumaticcarrier as it passes through a tube of the pneumatic system. Moreimportantly, the braking devices are operative to fully arrest themovement of a carrier over a distance reducing impact forces applied tothe carrier.

Electric Energy Absorber Approach

FIG. 4 illustrates a perspective view of an electric energy absorbingbraking device 200. As shown, the braking device 200 include a pneumaticor brake tube 202 with an internal bore extending between a first openend 204 a and a second open end 204 b that may be interconnected betweenor “in-line” with first or second pneumatic tubes of the pneumatic tubesystem. When so connected, a carrier passing though the pneumatic tubesystem may pass into and/or through the braking device 200. The carriermay pass though the device 200 unimpeded or the braking device may bringthe carrier to a controlled stop. As shown, the brake tube 202 includesan elongated slot 206 extending along a portion the length of the tube202. Generally, the slot 206 allows a movable catch mechanism 210 toextend into the internal bore 205 of the brake tube 202 and, upon beingcontacted by an incoming carrier, move along the length of the slot 206to decelerate and stop the carrier. More specifically, the catchmechanism engages a carrier while the catch mechanism 210 is locatednear a first end of the slot and brings the carrier to a stop over adistance to reduce impact forces applied to the carrier and itscontents. As shown in FIGS. 4 and 5, the catch 210 extends into theinternal bore 205 of the tube 202 and moves along an external guidetrack 212 from a first position to a second position along the length ofthe slot 206. In the illustrated embodiment, the track 212 attaches to amounting block 208 connected to an outside surface of the brake tube202.

FIGS. 6 and 7 further illustrate use of the brake device 200 tocontrollably decelerate and stop a moving carrier. As shown in FIG. 6,as a carrier 50 initially enters into the braking device 200 a forwardend of the carrier 50 contacts the catch 210 extending into the internalbore 205 of the brake tube 202. At this time, the catch 210 ispositioned on the track 212 near the entry end of the device 200.Typically, the catch 210 includes a urethane or other resilient contactpad to reduce impact with the carrier. After the carrier contacts thecatch 210, the catch 210 moves in parallel with the carrier 50decelerating the momentum of the carrier. More specifically, the catch210 is interconnected to a connecting lever 214 that extends through theslot 206 and connects to the guide track 212. See also FIG. 4. In theillustrated embodiment, the lever 214 attaches to a linear slide block216 that receives a threaded ball screw 218. The threaded ball screw 218passes through a threaded interior of the linear slide block 216 and isconnected to a servo motor 220. Accordingly, as the carrier movesthrough the brake tube 202, the catch 210 is displaced and the linearslide block 216 rotates the ball screw 218, which turns the servo motor220. This provides a resistance to movement of the carrier as it passedthrough the braking device 200. More specifically, kinetic energy of thecarrier is converted to electrical energy, which may be stored in anelectrical storage device or dumped into an external resistor.

The track 212, which supports the catch and linear slide block, includesan inner track 213 a and an outer track 213 b. Pins connected to thelever 214 of the catch 210 ride in these tracks during movement of thecatch 210. Of further note, the inner track has curved portions oneither end. As illustrated in FIG. 8, this allows the catch lever 214 torotate at the ends of its movement. The rotational movement of the leverallows for releasing the carrier 50. That is, after a carrier isstopped, it is necessary to remove the catch from the internal bore toreinitiate movement of the carrier. To prevent air loss from the brakingdevice 200, the entire device may be disposed within a pressure jacket(not shown). Of further note, the device 200 is reversible. That is, thecatch 210 may be positioned toward either end of the track 212 to allowfor catching a carrier passing in either direction.

As shown in FIG. 9, the deceleration profile 203 of the carrier can bemonitored and controlled. Specifically, various attributes can becalculated for an incoming carrier and these attributes can be used totailor the deceleration profile of the carrier. As will be appreciated,the force of an incoming carrier is equal to its mass timesacceleration. Therefore, the mass of the carrier is the force of theincoming carrier divided by its acceleration. Further, acceleration is achange in velocity over a change in time. These changes (i.e., velocityand time) can be measured once the carrier contacts the catch. Alongthese lines, a total force may be calculated and used for intelligentcontrol. That is, upon determining the velocity over time, adeceleration and force can be calculated for the carrier. Accordingly,the impedance of the servo motor 220 may be adjusted to provide adesired resistance and a desired deceleration profile 203. Though theillustrated deceleration profile is shown having a constant decelerationover the entire length of the track, it will be appreciated thatdifferent profiles may be utilized. Stated otherwise, a decelerationprofile may be tailored to an incoming carrier based on velocity, massetc. In other embodiments, the power or voltage measured at the motor220 upon contact may be utilized to select a deceleration profile.

Air Pressure Energy Absorber Approach

FIGS. 10A-10C illustrate various views of another embodiment of anin-line braking device 300. Specifically, FIG. 10A shows a perspectiveview of the device 300, FIG. 10B shows a perspective view of the device300 with a number of components in phantom for illustration purposes,and FIG. 10 C illustrates further perspective view of the device 300with additional components removed and/or in phantom for purposes ofillustration. This embodiment of braking device 300 primarily utilizesair pressure to stop an incoming carrier. As shown in FIGS. 10A-10C, thedevice 300 includes a pneumatic or braking tube 302 having an internalbore 305 sized to receive a carrier 50 between first and second openends 303 a and 303 b. As above, the open ends allow the device 300 to beconnected in-line with first and second pneumatic tubes of a pneumatictube system.

The device 300 includes first and second slide gate assemblies 310 a,310 b (hereafter 310 unless specifically referenced) and first andsecond rotary valves 304 a, 304 b. The slide gate assemblies 310 permitthe insertion of a plate or gate into the bore of the brake tube 302 toprevent airflow through the tube. By closing one of the slide gateassemblies (e.g., 310 a; See FIG. 10c ), an air cushion can be createdin front of an incoming carrier 50. That is, closing the slide gateassembly 310 creates a closed chamber and the incoming carriercompresses the air in the closed chamber with a “bicycle pump” effect.The compression of air ahead of the carrier provides a cushion thatslows the carrier. The slide gates 310 are disposed towards opposingends of the brake tube 302 and have a spacing that is at leastsufficient to position a carrier 50 within the internal bore of thebraking tube between the slide gates 310. See FIG. 10C.

Disposed outward of each of the slide gates 310 a, 310 b are the rotaryvalves 304 a, 304 b, which allow for diverting air from within thebraking tube 302 to atmosphere and/or into a bypass duct 320 and backinto the braking tube. In the latter embodiment, additional shrouding orhousings 326 a, 326 b surround the rotary valves 304 a and 304 b andconnect to the bypass duct 320. These housings maintain air within thesystem. When a carrier 50 is within the device 300 the rotary valves 304a, 304 b can be opened to divert air around the stationary carrier,which substantially blocks the internal bore of the braking tube 302.Such diversion allows for continuing downstream operations in thepneumatic tube system while a carrier is disposed within the brakingdevice 300. The rotary air valves 304 a, 304 b are substantially similarto those disclosed in co-owned U.S. Pat. No. 8,317,432, which isincorporated herein by reference. Generally, each of the rotary valvesincludes an outer rotating sleeve 305 that passes over a perforatedportion of the braking tube 302 having a number of apertures 307 throughthe sidewall. See FIG. 11. Each of these sleeves 305 a, 305 b includeapertures which may be aligned or misaligned with the apertures 307 inthe mating perforated portion to open and close the valve. Variousactuators and/or gearing is provided to open and close the rotaryvalves. The rotary valves provide significant diversion area whileallowing a carrier to pass through the valve. However, it will beappreciated that other venting mechanisms may be utilized and that thepresented disclosure is not limited to the use of rotary valves.

FIG. 12 illustrates an exploded perspective view of the slide gateassembly 310. As shown, each slide gate assembly 310 include two plates312 a, 312 b, which each include an aperture that is substantially thesame size as the internal bore of the pneumatic tube 302. In thisregard, a carrier 50 may pass through the apertures in the slide plates312. First and second spacers 314 a, 314 b are disposed between theslide plates 312 when assembled. These spacers 314 a, 314 b provide aspace between the plates that allows a gate 316 to slide from a firstposition out of alignment with the apertures in the slide plates 312into a second position in alignment (not shown) with the apertures inthe slide plates 312. This gate 316 is operated by a lever 317 that isconnected to an actuator/motor 318. Rotating the actuator 318 causes thegate 316 to move into and out of alignment with the apertures. Statedotherwise, the gate 316 may be closed to create a partial or completeblockage within the braking tube 302. Timing and control of the gatesand valves may be performed by the system control and/or local embeddedelectronics. In addition, the device may further incorporate varioussensors. Such sensors may include, without limitation, proximitysensors, pressure sensors and accelerometers. Outputs of any suchsensors may be utilized to control the operation of the braking device.

In some instances, use of an air cushion alone is insufficient to arrestthe movement of a carrier 50 prior to the carrier contacting a closedslide gate. For instance, in the case of a carrier with worn sliderings, air compressed by the carrier may bypass across the carrierreducing the braking efficiency. Likewise, heavy carriers may haveenough momentum to force compressed air in front of the carrier backacross the carrier. In such instances it may be desirable to insert amechanical stop 330 into the bore of the braking tube 302 to prevent acarrier from contacting a closed slide gate. In the illustratedembodiment of FIGS. 10A-10C, a deflectable stop 330 is provided that canbe disposed into the internal bore of the braking tube 302 when needed.As best shown in FIGS. 10C, 11 and 13, two deflectable stops 300 aredisposed at opposing ends of the braking tube between the slide gateassemblies 310.

The deflectable stop 330 includes a finger or pawl 332 mounted to anaxle 334. The pawl is biased to one end of the axle by a spring 336.Accordingly, when the pawl 332 is disposed into the bore of the brakingtube 302, the pawl 332 gives if contacted by the carrier. That is, whenthe carrier contacts the pawl 332 the spring 336 compresses, whichfurther slows the carrier prior to complete compression of the spring.Once the spring is fully compressed, the pawl becomes a static memberfully arresting carrier movement.

In the present embodiment, the deflectable stops 330 may be selectivelydisposed into the bore of the device 300. As best shown in FIGS. 10C and11, the deflectable stop 330 is controlled by an actuator 338 connectedto the stop 330 via an actuator rod or cable 337. The actuator 338 isoperative to rotate the pawl such that it either rotates into the boreof the brake tube 302 or such that it rotates into the stop housing 340and is removed from the brake tube. In one arrangement, the pawl closestto a closed slide gate may be moved into the bore of the brake tube 302each time a carrier is incoming (i.e., each time the slide gate closes).In another arrangement, the opposing pawl may be moved into the boreonce the carrier passes the pawl. In this latter arrangement, theopposing pawl may prevent compressed air in front of the carrier fromejecting the carrier back out of the braking device after the carriercomes to a stop. That is, the opposing pawl may prevent ejection of thecarrier due to the compressed air in front of the carrier decompressingonce the carrier is stopped.

FIG. 14 illustrates a further embodiment of the braking device similarto the embodiment of FIGS. 10A-10C. Though illustrated without a bypassduct, it will be appreciated that the device of FIG. 14 may also beutilized with a bypass duct. The device 300 of FIG. 14 is substantiallysimilar to the previously discussed embodiment with one notableexception. This embodiment of the braking device 300 includes twoadditional rotary valves 324 a, 324 b disposed between the slide gateassemblies 310 a, and 310 b. These ‘inner’ rotary valves 324 a, 324 ballow for venting air from the brake tube 302 when one of the slidegates is closed. For instance, when slide gate 310 a is closed, innervalve 324 a may be opened to vent air in front of the carrier 50 tobetter control the braking of an incoming carrier. In a furtherembodiment, the inner valves 324 vent into a pressure jacket 306, whichsurrounds the inner valves and braking tube 302 between the slide gateassemblies. The pressure jacket is substantially sealed such that airdisplaced from the tube pressurizes within the pressure jacket 306.However, it will be appreciated that the pressure jacket 306 need not beentirely air tight. A pressure sensor may be disposed into the pressurejacket to monitor pressure changes caused by the incoming carrier.Accordingly, the monitored pressure changes may be utilized to determineone or more attributes regarding the incoming carrier. Likewise, thisinformation may be used to tailor a declaration profile for the carrier.In this instance, tailoring a deceleration profile may entail adjustingthe inner valve to adjust the air cushion in front of the incomingcarrier.

FIGS. 15A, 15B, 16A and 16B illustrate operation of the braking deviceof FIG. 14 without a bypass duct and with a bypass duct, respectively.Though discussed as utilizing a braking device that utilizes both innerand outer rotary valves, it will be appreciated that operation of thebraking device of FIGS. 10A-10C (i.e., utilizing only the outer rotaryvalves) is similar and portions of the following discussion apply tothis embedment as well. As discussed herein, the operation of thesedevices is illustrated and described with a carrier entering the brakingdevice from the left and exiting to the right. However, it will beappreciated that the devices may be bi-directional and use of terms suchas right and left are utilized by way of description and not by way oflimitation. As shown in Step 1 of FIG. 15A, when the device 300 is setto receive an incoming carrier 50, the right gate 310 a is closed whilethe left gate 310 b is open to permit entry of the carrier into thedevice. See step 1. As further shown in Step 1 of FIG. 15A, when acarrier is inbound for the braking device 300, the right inner valve 324a is opened and the left outer valve 304 b is likewise opened. The othervalves are closed. As the carrier proceeds into the device 300, air infront of the carrier 50 passes through the open inner valve 324 a intothe pressure jacket 306. The increase in pressure provides an aircushion that slows the carrier 50. Additionally, the right stop 330 acould be deployed. Further, as the left outer valve 304 b behind thecarrier is opened, most of the air force behind the carrier is bled toatmosphere after the carrier passes the outer valve. See Step 2. Whenthe carrier reaches the right end of the device 300, (see Step 3) airwithin the pressure jacket 306 is pressurized and may begin to propelthe carrier 50 backwards. See Step 4; FIG. 15B. To prevent the carrier50 from moving back out of the braking device, an entry side stop, orleft stop 330 b may be disposed into the bore of the tube 302 tomaintain the carrier 50 within the device 300.

Once the carrier is within the device 300, as shown in Step 5, the rightgate 310 a may be opened to allow fluid flow through the brake tube 302.At this time, the carrier may advance towards the front-end/exit end ofthe device 300 where it may be engaged by a right stop 330 a. When thecarrier is to be released, the left outer valve 304 b may be closed andthe right gate 310 a may be fully opened to permit the carrier to passout of the device. Accordingly, the right stop 330 a may be disengagedfrom the internal bore 302 of the device 300 to permit the carrier toexit the device 300. See Step 6.

FIGS. 16A and 16B illustrates a similar embodiment where the externalbypass duct 320 permits fluid flow behind the carrier 50 to bypassaround the braking device 300 such that downstream operations may bemaintained. As shown in Step 1 (FIG. 16A), the right gate 310 a isclosed and the right inner valve 324 a is opened. Likewise, the externalvalves 304 a, 304 b are opened such that the air flow may pass throughthe bypass duct 320. See Step 1. As the carrier enters into the device300 air is again displaced into the pressure jacket 306, see Step 2. Atthis time, the left stop 330 b may be disposed into the bore to preventthe pressurized air from expelling the carrier 50 from within the device300. Also, system air is permitted to pass through the bypass duct 320.See Step 3. Once the carrier is contained within the device 300, theright stop 330 a may be engaged into the bore and air flow may bedirected through the tube 302 to move the carrier 50 to the right stop330 a as shown in Steps 4 and 5. At this time, at least one of theexternal valves 304 a, 304 b may be close to redirect air through thetube 302. Accordingly, the right gate 310 a may be opened and the rightstop 330 a may be disengaged from the bore of the tube 302 to permit thecarrier 50 to pass out of the braking device 300. Though show asentering the right side of the device and exiting the left side of thedevice, it will be appreciated that the device is bi-directional.Further, it should be noted that use of a closed chamber sometimes failsto provide adequate braking force to the carrier. More specifically,heavy carriers sometimes have enough momentum to pass to the end of aclosed chamber. In such an arrangement, the right stop or left stop(i.e., depending on entry direction of the carrier) may be disposed intothe bore of the tube 302 to provide a final stopping force to thecarrier. Such disposition prevents collision of the carrier with theclosed gate 310.

Hybrid Electric and Air Energy Absorber Approach

FIGS. 17-20 illustrate a hybrid electric and air energy absorber brakingdevice 400. As shown in FIG. 17, the device 400 again includes apneumatic tube 302 that is adapted for receipt between first and secondpneumatic tubes within a pneumatic tube system. Though not illustrated,the pneumatic tube 302 may also be enclosed within a pressure jacket. Inthe illustrated embodiment, the braking device 400 utilizes first andsecond external valves 304 a, 304 b on opposing sides of first andsecond slide gates 310 a, 310 b that allow diverting air around thedevice through a bypass duct 320 as well as creating an air cushionwithin the tube 302. In this embodiment, the pneumatic tube 302 includesan elongated slot through its sidewall that allows a dampening beltassembly 440 to extend into the interior bore of the pneumatic tube 302.See FIGS. 18-20. As shown, the dampening belt assembly 440 has acontinuous belt 442 that extends between first and second pulleys 444 a,444 b. The axle of one of the pulleys is connected to a servo motor 420.As with the servo motor 220 discussed in relation to FIG. 4, rotation ofthe servo motor 420 provides a controllable resistance force that isoperative to remove kinetic energy from a carrier 50 passing through apneumatic tube 302. In this regard, when a front edge of the carrierengages the belt 442, the belt rotates as the carrier continues into thedevice 400. The motor provides a resistant force to the carrier whichslows its forward momentum. In addition, air vented through the beltsupport aperture in the sidewall of the pneumatic tube 302 may becontained by a pressure jacket (not shown). In this regard, the belt andpressure jacket if utilized allow for providing combined stopping force(pneumatic and electric) over a distance between the first and secondends of the pneumatic tube 302. Again, one or more stops 330 may beprovided within the pneumatic tube to finally arrest the forwardmomentum or rebound momentum of the carrier within the pneumatic tube402. As illustrated in the various FIG. 17-20, the stop or catchassemblies 330 may be operated by an actuator that operates the stops todisengage the stops from the interior bore of the pneumatic tube.

The belt assembly 440 is operative to provide varying resistance to thecarrier. In this regard, the assembly 440 may include a passive oractive control 445. As discussed above, the motor provides a resistiveforce to the rotation of the belt. Further, the harder the carrier hitsthe belt the more resistance the motor provides. That is, the motor actsin a viscoelastic manner. In order to disengage the belt from thecarrier once the carrier is disposed within the pneumatic tube 402, thebelt assembly 440 may further include lifting assemblies 443 on one orboth ends that allow for selectively engaging and disengaging the beltinto and from bore of the pneumatic tube. Alternatively, resistance ofthe motor may be selected such that it provides significant resistanceto high-speed objects while allowing low-speed objects to freely rotatethe belt. In this embodiment, air pressure through the interior of thepneumatic tube 302 may be sufficient to restart the movement of thecarrier 50 without disengaging the belt there from. In the presentembodiment, the lift assembly 443 on each end of the belt assembly is acam-lift assembly. However, it will be appreciated that any mechanismthat allows for raising and lowering the assembly may be utilized.

Hybrid Passive Contactor (Friction) and Air Energy Absorber Approach

FIGS. 21 and 22 illustrate a further embodiment of a hybrid brakingdevice that utilizes a passive friction contact in conjunction with anair energy absorber to provide dual stopping force to a pneumaticcarrier. As shown, this embodiment utilizes a braking tube 302 that maybe utilized with the braking devices described above. The device issubstantially similar to the embodiment of FIG. 17-20 except that thebelt assembly is replaced by a friction block assembly 550. As shown,the pneumatic tube 302 again has a slot through an external surface (notshown) that allows for disposing a contact block 552 of the frictionblock assembly into the bore of the tube. The contact block 552 isformed of a durable yet resilient material. The contact block 552 hasfirst and second tapered ends and extends for substantially the entirelength of the aperture through the sidewall of the pneumatic tube 302.In the present embodiment, the contact block 552 is spring loaded onboth ends by first and second springs 560. In this regard, frameelements 554 position the block 552 relative to the slot in thepneumatic tube such that a portion of the block 552 is disposed withinthe interior bore of the pneumatic tube 302. More specifically, firstand second spring assemblies 560 urge a bottom edge of the block 552into the pneumatic tube 302. Accordingly, when a carrier enters into thepneumatic tube 302, the front tapered edge of the contact block 552compresses the spring assemblies as the carrier moves along the lengthof the pneumatic tube 302. The friction of the contact slows thecarrier. As above, air may pass out of the elongated slot in thepneumatic tube 302 into a pressure jacket providing further pneumaticstopping force. In the latter regard, it will be appreciated that a gateassembly (not shown) may be closed on the exiting end of the pneumatictube.

In further embodiments, the devices of 17-22 may be modified to allowremoval of the belt or friction block from the internal bore of thebraking device. If braking is not needed or desired, removal of thebelt/block from the internal bore of the device permits a carrier topass through the device unimpeded.

It will be appreciated that the disclosed embodiments are for purposesof illustration only and that each of the devices may be modified. Forinstance, each of the devices may incorporate features from one or moreof the other devices.

Enhanced PTS Functionality

The disclosed braking devices allow for various enhanced carrierhandling functions within a pneumatic tube system. For instance, thebraking devices may be stacked within the system to provide functionsthat were previously performed by TCU units, which have typically beensignificantly more complex and expensive than the disclosed devices. Forinstance, as shown in FIG. 23, one or more braking devices 300 may bealigned with one or more pneumatic tube section(s) 309 and one moreslide gates 310 to provide a queuing system. Though illustrated with thebraking device illustrated with FIGS. 4-9, it will be appreciated thatany of the braking devices may be so arranged. In such an arrangement,multiple carriers may be stored inline. That is, a braking device 200may stop incoming carriers 50 and then release the carries into a queueformed by the pneumatic tube 309 and one or more slide gates that allowsfor stopping carriers. This slide gate may be substantially identical tothe slide gate describe in relation to FIG. 11 or may utilizes amodified gate. In the latter regard, the modified gate may, instead ofcompletely blocking the internal bore of the tube, may comprise a forkthat allows for separating adjacent carriers while permitting someairflow through the internal bore of the tube 309. Along these lines, ifair flow is passing through the tube 309 a, such air flow may propel aset carriers forward. The slide gate 310 a may be use to separate themost forward carrier from the remaining carriers. Further, it will beappreciated that various bypass ducting 320 may allow for passing airaround the entire queue or injecting air at desired locations. Forinstance, after separating one carrier from a set of carriers at a firstslide gate 310 a, it may be necessary to provide airflow behind theseparated carrier to continue its processing.

As shown in FIG. 24, the multiple braking devices 200 (or 300) may bealigned to form a queuing device. Again, such a device may include oneor more bypass ducts to bypass around the device and/or aroundindividual braking devices. In either embodiment of FIG. 23 or 24,multiple carriers may be queued at locations within the pneumatic tubesystem.

One enhanced function provided by the in-line braking devices is theability to move two carriers during a single blower cycle. For instance,in a case where two carriers are awaiting transport in a single zone(e.g., stations 18X and 18Y each have a carrier awaiting transport; SeeFIG. 1), processing of one of the carriers must await retrieval anddelivery of the other carrier. In this example, the blower 22A of Zone Ainitially processing a carrier 50A (e.g., destined for Zone B) instation 18X must complete two cycles before processing a carrierawaiting delivery in station 18Y (e.g., destined for Zone C). Forexample, the blower 22A must execute a vacuum cycle to move the carrierin station 18X to the turn-around transfer unit 12A and then execute apressure cycle to move the carrier out of the turn-around transfer unit12A towards its destination. Until these two cycles are completed, theprocessing of the second carrier 50B, in station 18Y, is delayed.Incorporation of the carrier braking devices into the PTS allows movingboth carriers located in stations 18X and 18Y out of those stations tothe turn-around transfer unit 12A, during a single vacuum blower cycle.Likewise, both carriers may be moved out of the turn-around transferunit 12A during a single pressure blower cycle. However, to effectmovement of multiple carriers during a single blower cycle, the systemrequires a means to handle multiple carriers received at the turn-aroundtransfer unit 12A.

The transfer unit 12A is a diverting unit that allows for transferring areceived carrier between any one of multiple inlet/outlet ports thatenter into one end of the transfer unit 12A. An air source port isdisposed on an opposite end of the transfer unit 12A, which isconnectable to an air source/blower 22A that provides bi-directional airflow. In operation, a transfer tube in the turn-around transfer unit 12Ais positioned adjacent to one of the inlet/outlet ports and air flow isinitiated into the transfer unit 12A (e.g., a blower may provide airflowin a first direction) such that a carrier 50 may draw into the transferunit 12A via the connected port. When braking devices 600A, 600B aredisposed on the airport side of the transfer unit, a carrier 50 may moveinto the transfer unit and out of a head end port of the turn-aroundtransfer unit. At this time, the carrier passes into what is referred toas a sequencer, which is made up of two or more in-line braking devices600A, 600B.

FIGS. 25A-C illustrate one embodiment of a sequencer formed of a pair ofthe in-line braking devices. In this embodiment, the carriers arereceived and stored in series in first and second (or potentiallyadditional) braking devices 300A, 300B. The braking devices are fluidlyconnectable to an air port or headend of the turn-around transfer unit(not shown). Opposing ends of the braking devices are connectable to theblower, which provides bi-directional airflow through the brakingdevices. During operation, the air source/blower may provide airflowinto the transfer unit 12A and into the sequencer/braking devices 300A,300B such that a first carrier may pass into one of the braking devices.Once the first carrier 50A is received within one of the braking devices300A and secured therein, a second carrier 50B may be received in thesecond braking device 300B.

Once the sequencer has received two or possibly more carriers (e.g., ifadditional barking devices are used), those carriers may be displacedfrom the sequencer via the application of airflow in an opposingdirection as illustrated in FIG. 23C. Likewise, if both carriers areslated for delivery to a common location (e.g., a downstream zone) afirst carrier may be launched through the diverter 12A and the secondcarrier may be launched sequentially after the first carrier. In thisregard, two carriers may be delivered through commonly aligned pneumatictubes. Furthermore, the system may be operative to delay release of asecond or subsequent carrier in order to provide desired spacing betweenthe carriers. In this regard, a first carrier may be dispatched andafter a delay the second carrier dispatched providing enough timebetween the expulsions of the carriers to alter an alignment of adownstream transfer unit to allow delivery of the second carrier to adifferent location.

Returning to the example above, the system controller operates tointerconnect the transfer unit 20A to a first of the Stations (e.g.,Station 18X) to provide a pneumatic path between the turnaround transferunit 12A and the station 18X. See FIGS. 1 and 25A. At this time the airsource or blower 22A provides vacuum such that the carrier 50A is drawnout of Station 18X. Once the carrier is identified as passing throughthe transfer unit 20A (e.g., using RFID, bar code etc.), the transfertube of the transfer unit 20A may be aligned with the Station 18Y inorder to begin transport of the carrier 50B within Station 18Y to theturnaround transfer unit 12A. Though illustrated as having a shortpneumatic tube section 7 extending between the pass-through transferunit 20A and the turnaround transfer unit 12A, it will be appreciatedthat many instances significant distances exist between the transferunits 20A and the turnaround transfer units 12A. That is, in actualimplementations, it is common for all blowers and turn-around transferunits to be co-located in a common location. In this regard, significantdistances may exist in the turnaround transfer units and pass throughtransfer units, interconnecting a plurality of stations.

The ability to identify when the carrier from 18X passes through thepass-through transfer unit 20A allows for redirecting the transfer unit20A and applying vacuum to station 18Y while the carrier of station 18Xtraverses the connecting pneumatic tube 7 between the pass-throughtransfer unit 20A and the turnaround transfer unit 12A. That is, bothcarriers may be in motion towards the turnaround transfer unit 12Asimultaneously. As will be appreciated, such simultaneous movement ofthe carriers originally located in Stations 18X and 18Y further reducesthe total time to transfer both carriers. Further, the ability toidentify the location of the carriers (e.g., utilizing antennas orreaders located in the transfer units, stations, tubes etc.) may alsoallow for providing desired spacings between the carriers. This allowsthe sequencer to receive the first carrier in a first braking device andprepare a second braking device to receive the second carrier.

Once both carriers are received at the sequencer, a carrier path (e.g.,inter-zone transfer) between Zone A and the downstream Zones B and C maybe established. Initially, in the presented example, the second opposingtransfer unit 120B of the inter-zone transfer device 100 is connected toZone C. At this time, the turn-around transfer unit 112A may align witha pneumatic path to deliver the carrier 50B to zone C. The secondcarrier 50B may proceed out of the turnaround transfer unit 12 and begintransit to zone C. At this time, the first carrier 50A (i.e., destinedfor Zone B) may be released. As will be appreciated, the controller maydelay the release of the second carrier to provide adequate spacingbetween the carriers such that downstream components may be realignedbetween the arrivals of the carriers. In any case, the first carrier maytransit through the interzone transfer unit 100 and through the transferunit 120B and into Zone C until it is received at TCU 14C. Once receivedby Zone C, the transfer unit 120B may realign to connect with Zone Bprior to the arrival of the first carrier 50A (which may already be intransit) passing through the transfer unit 120B. Accordingly, once thetransfer unit 120B is realigned (i.e., during transit of the firstcarrier) the first carrier may pass through transfer unit 120B and intoZone B. As will be appreciated, the ability to handle multiple carriersat the turn-around transfer unit 120A allows for moving two orpotentially more carriers during each vacuum cycle and each pressurecycle. Accordingly, the system is more efficiently utilized and thetotal throughput of the system is increased.

FIGS. 26A and 26B illustrate a further use of an in-line braking devicein a pneumatic tube system. Specifically, these figures illustrate aparallel storage/bypass unit 500 (hereafter ‘bypass unit’). As shown,the bypass unit 500 includes first and second transfer units 412A, 412Bin a back-to-back configuration. As shown, each transfer unit 412 is adiverting unit that allows for transferring a received carrier betweenany a single inlet port 406 to any of four inlet/outlet four ports408A-408D (only two shown in side view). Though discussed in relation toa four port device, it will be appreciated that other devices mayutilize more or fewer inlet/outlet ports. To effect transfer of areceived carrier between two of the inlet/outlet ports, the transferunits 412 each include a transfer tube 424. The transfer tube 424 is abent or offset tube that may be selectively positioned between the headend port 406 and any one of the four inlet/outlet ports, each of which,in the present embodiment is connected to corresponding port of theother transfer unit. The transfer tube 424 is typically a curved tubehaving a head end rotatively coupled to the head end port 406 and atransfer end that is operative to rotate into an adjacent position withany one of the inlet/outlet ports. Generally, a motor (not shown) isinterconnected proximate to the head end of the transfer tube 424 thatis operative to rotate the tube utilizing, for instance, sprockets,gears, etc.

As shown, each of the inlet outlet ports 408A-408D of the first transferunit 412A are connected to a corresponding inlet/outlet ports in theother transfer unit 412B. At least one of the connecting tubes includesa carrier brake device 300. As will be appreciated all of the connectingtubes may include a carrier brake device. In the illustrated embodiment,one of the connecting lines 440 is a pass through line without a carrierbraking device. In any embodiment, the bypass unit 400 allows for twocarriers to pass by one another in a pneumatic tube. That is, a firstcarrier 50A proceeding a first direction may be ‘parked’ in the brakingdevice 300. See FIG. 26A. That is, at least one of the transfer tubes424 (e.g. the right transfer tube as illustrated) may be aligned todirect the first carrier 50A into the braking device 300. At this time,the first carrier 50A may be stopped and maintained within the brakingdevice 300 and the transfer tubes may be realigned to permit a secondcarrier 50B to pass through the device 500. See FIG. 26B. As will beappreciated, this may allow for expediting delivery of the secondcarrier 50B to its final destination. Such functionality has significantimportance in hospital usage. For instance, high importance carriers(e.g., STAT carriers) may proceed through a PTS bypassing lower prioritycarriers.

In addition to providing bypass functionality, it will be appreciatedthat the bypass device 500 may also be utilized as a storage device.That is, the bypass/storage device 500 may be incorporated into a PTS atany location where storage is desirable. In this regard, the device 500may allow for holding one or more carriers within the system while stillpermitting upstream and downstream locations of the system to continueoperation. For instance, such a storage device 500 may be disposedbetween the carrier station and a zone blower. In this regard, thecarrier may be moved from a carrier station into the storage device 500and await delivery (e.g., availability of destination locations and/ordelivery at a desired time) while still permitting deliveries to andfrom the sending station.

FIG. 27 illustrates another potential use of the in-line brakingdevice(s). In this use embodiment, first and second zones A and B eachhave a blower 22A and 22B and turnaround transfer units 12A and 12B. Inthe illustrated embodiment, each of the turnaround transfer unitsincludes a plurality of pneumatic tubes that are connected to variouslocations within their own zones. In addition, the illustratedembodiment shows two inter-zone connections 28A and 28B. However, asingle inter-zone connection may exist between the two zones. Theseinter-zone connections form a direct link between the two zones of thepneumatic tube system. Previously, inter-zone connections were ofsufficient length to allow the carrier being transported between thezones to coast to a stop. For instance, if the carriers being deliveredfrom zone A to zone B, the first blower 22A would dispel the carrier outof the first turnaround transfer unit 12A into one of the inter-zoneconnections 28. Once the carrier is displaced into the inter-zoneconnections 28, the first blower would discontinue providing pressurizedairflow to the inter-zone connection 28. The carrier within coast to astop. At a later time, the second blower 22B would apply vacuum to theinter-zone connection 28 in order to draw the carrier into the secondturnaround transfer unit 12B. This previous arrangement required aninter-zone connection of considerable length to allow carrier to coastto a stop. As shown in FIG. 27, each inter-zone connection 28 includesone or more braking devices 300. In this arrangement, the length of theinter-zone connection may be significantly shortened (e.g., 10 feet) asit is possible to controllably stopped carrier passing through theinter-zone connection. Further, the ability to put multiple brakingdevices into the inter-zone connection (e.g., 28A) allows for queuingmultiple carriers in the inter-zone connection between the two zones.

FIG. 28 illustrates another use embodiment were first and second zones Aand B are connected by a single inter-zone connection 28. Commonly, suchinter-zone connections 28 may be a significant length and have limitedaccess. For instance, such inter-zone connection 28 may be disposedbelow ground (e.g., below a street). In such instances, replacing suchan inter-zone connection with dual connections that allow forbidirectional travel is difficult and expensive. The embodiment of FIG.28 allows for queuing multiple carriers in a queue formed of multiplebraking devices 300. In this arrangement, the turnaround transfer units12 of each of the zones are connected to a queue of three brakingdevices 300. More or fewer braking devices may be utilized. Inoperation, this allows for queuing three carriers such that these threecarriers may be delivered during a single blower cycle. For example,zone A may store three carriers slated for delivery to zone B in thequeue defined by the braking devices 600A. Once the three carriers areready for delivery, they may be released (e.g., simultaneously orsequentially) such they pass through the inter-zone connection 28 tozone B. These carriers may be received within the braking devices 300 Bin zone B. In the illustrated embodiment, the first and second zones Aand B further include optional transfer units 20A and 20B. Thesetransfer units 20 are each connected to the queue of braking devices andprovided direct connection to the turnaround transfer units 12. In thisregard, a high priority carrier may bypass the cue and proceed directlybetween the two zones A and B.

The foregoing description of the presented inventions has been presentedfor purposes of illustration and description. Furthermore, thedescription is not intended to limit the inventions to the formsdisclosed herein. Consequently, variations and modificationscommensurate with the above teachings, and skill and knowledge of therelevant art, are within the scope of the presented inventions. Theembodiments described hereinabove are further intended to explain bestmodes known of practicing the inventions and to enable others skilled inthe art to utilize the inventions in such or other embodiments and withvarious modifications required by the particular application(s) oruse(s) of the presented inventions. It is intended that the appendedclaims be construed to include alternative embodiments to the extentpermitted by the prior art.

We claim:
 1. A brake device for use in a pneumatic tube carrier system,comprising: a pneumatic tube having an internal bore extending betweenan inlet end and an outlet end, wherein said internal bore is sized toaccommodate the passage of a pneumatic carrier through said internalbore, wherein said pneumatic tube further includes an axial slotextending along a portion of a sidewall between said inlet end and saidoutlet end; and an axially translatable contact element having anaxially translatable portion extending through said axial slot into saidinternal bore for braking contact with the pneumatic carrier passingthrough said internal bore.
 2. The device of claim 1, wherein saidcontact element comprises: a spring loaded resilient block having aportion that extends though said axial slot into said internal bore ofsaid pneumatic tube.
 3. The device of claim 1, wherein said contactelement comprises: a dampening belt at least partially disposed throughsaid axial slot into said internal bore of said pneumatic tube.
 4. Thedevice of claim 3, wherein said dampening belt further comprises: firstand second pulleys, wherein said dampening belt extends around saidfirst and second pulleys, wherein said first and second pulleys permitthe dampening belt to rotate.
 5. The device of claim 4, furthercomprising: an electric motor attached to an axel of one of the firstand second pulleys.
 6. The device of claim 5, wherein said electricalmotor is configured to provide a controllable resistance to rotation ofsaid pulley.
 7. The device of claim 4, wherein said resistance elementis a motor and said controller is operative to adjust an impedance ofsaid motor.
 8. The device of claim 4, further comprising a controller,wherein said controller is configured to determine at least one ofvelocity and mass of a carrier based on contact of the carrier with saiddampening belt.
 9. The device of claim 8, wherein said controller isoperative to alter a resistance of said electric motor based on saidvelocity or weight.
 10. The device of claim 1, further comprising: afirst gate assembly disposed along a length of the pneumatic tube at afirst location, wherein said first gate assembly is configured to move afirst plate into and out of said internal to open and close saidinternal bore; and a second gate assembly disposed along a length of thepneumatic tube at a second location, wherein said second gate assemblyis configured to move a second plate into and out of said internal toopen and close said internal bore.
 11. The device of claim 1, furthercomprising: a pressure jacket disposed outside of at least a portion ofsaid pneumatic tube, wherein said pressure jacket is configured to atleast partially contain air displaced from said internal bore from saidaxial slot.
 12. The device of claim 1, further comprising: a first valveand a second valve configured to controllably open and close first andsecond ports in a sidewall of said pneumatic tube between said inlet endand said outlet end, respectively.
 13. The device of claim 12, whereinfirst valve is disposed proximate to said first gate assembly and saidsecond valve is disposed proximate to said second gate assembly.
 14. Thedevice of claim 12, wherein said first gate assembly and said secondgate assembly are disposed between said first valve and said secondvalve along a length of said pneumatic tube.
 15. The device of claim 14,further comprising: ducting extending external to said internal borebetween said first valve and said second valve, wherein when said firstand second valve are open, air flow can bypass a portion of saidinternal bore between said first and second ports in said sidewall. 16.The device of claim 1, further comprising: first and second springloaded stops, each selectively disposable into said internal bore ofsaid pneumatic tube.
 17. The device of claim 16, wherein said first andsecond spring loaded stops are disposed between said first and secondgate assemblies.